• International Journal of Highway Engineering
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• v.6 no.3 s.21
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• pp.1-7
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• 2004

Roads, like bikeways, parkways and walks, are to be just capable of supporting light traffic and traveling public, but they are required to be human friendly and environmental-oriented. Lately soil-solidifier mixture, a kind of soil-cement, has developed and has been applied to the recycling and environment-oriented pavement as the surfacing material. Soil-solidifier pavement structure has been designed by only experience. To design this pavement mechanically, it is necessary to find out basic engineering properties of soil-solidifier mixture. This study focuses on finding out mechanical characteristics of the mixture according to mixture proportions and aging. Test molds with various mixture proportions are made, and then unconfined strength tests are performed for test molds with aging of the mixture. As the result of this study, it is found that the strength of the mixture increases with amount of cement and that maximum strength is achieved at 6%$\sim$8% of the ratio of solidifier and water. The strength increase rapidly until 14 days, after then slowly. After 28 days the strength of the mixture approaches to the constant value. The heat of hydration during curing of the mixture is measured no significantly. It also shows that temperature characteristics of the mixture is similar to that of soil. Since this mixture is mixed with soil and is able to improve engineering problems in pavement due to temperature, this mixture is expected to use effectively in the environment-oriented pavement for light traffic.

• Journal of Korean Society of Transportation
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• v.33 no.5
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• pp.441-448
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• 2015

This study aims to suggest a reasonable signal operation method for right-turn traffic management. It was found that the right-turn vehicle supplementary signal is currently operated without clear regulations or criteria. It was also analyzed that right-turn supplementary signals are used without consistency, there is a risk of traffic accidents due to the discordance between supplementary signals and traffic signals of forward vehicles, there is a lack of basis for prohibition of a right turn when right-turn vehicle's supplementary signal is red and the flashing red signal is used in a different sense from the law. In order to see the effect of the installed right-turn vehicle supplementary signals on traffic signal violation, a field investigation was conducted. As the result, there was a high proportion of signal violation on the approach lane with right-turn supplementary signals and this means that right-turn supplementary signals hardly influenced the reduction in proportion of signal violation during a right turn. Additionally, a survey was carried out to see if there were differences in driver's interpretation of traffic signals depending on the installation of right-turn supplementary signals. As the result of the survey, there were no differences in interpretation of traffic signals depending on the installation of right-turn supplementary signals or the types of right-turn supplementary signals. A right turn when the signal was red did not lead to serious traffic accidents, so it is thought that there should be a careful consideration of a total ban on a right turn when the signal is red, in order to prevent driver's confusion due to the change of the signal system. Unless there is a disturbance to cars and pedestrians after a temporary stop when the signal is red, there is a need to specify that vehicles must stop temporarily in the Road Traffic Act to facilitate a right turn. What this study finally suggested is to use tri-colored arrow signals for right-turn car supplementary signals to convey a signal to a driver clearly.

• Korean Security Journal
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• no.14
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• pp.517-534
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• 2007

Since the beginning of human society, there have always been struggles and competitions for survival and prosperity, terrorism is not a recent phenomenon, however in modern times it has progressed to reflect the advances in civilization and power structures. At the time of the 9.11 terrorist attacks in the U.S. A., a new world order was in the process of being established after the breakdown of the Cold War era. The attacks drove both the Western and the Islamic worlds into heightened fear of terrorism and war, which threatened the quality of life of the whole mankind. Through two war campaigns against the Islamic world, it seems the U.S. has been pushing its own militaristic security road map of the Greater Middle East democratic initiative, justifying it as a means to retaliate and eradicate the terrorist threats towards themselves. However, with its five-year lopsided victories that cost the nation almost four thousand military casualties, and the war expenses that could match the Vietnam war, the U.S. does not yet seem to be totally emancipated from the fears of terrorism. Terrorism, in itself, is a means of resisting forced rules a form of alternative competition by the weak against the strong, and a way of expressing a dismissive response against dictatorial ideas or orders which allow for no normal changes. Intrinsically, the nature of terrorism is a reaction opposing power logics. Confronted with the absolute military power of the U.S., the Islamic strategies of terrorism have begun to rapidly evolve into a new stage. The new strategies take advantage of their civilization and circumstances, they train and inspire their front-line fighters on the Internet, and issue their orders through the clandestine network of the Al Qaeda operatives. These spontaneously generated strategies have been gained speed among the second, and third Islamic generations, many of whom are now spread throughout western societies. This represents a failure of the power-driven, one-sided overseas security initiatives by the U.S., and is creating a culture of fear and distrust in western societies. It is feared that the U.S. war campaigns have made the clash of religions far worse than before, and may ever lead to global ethnic separations and large-scale population movements. Eventually, it may result in the terrorist groups, enlarged and secretly supported by the huge sums of oil money, driving all mankind into a series of irreparable catastrophes.

• Journal of Environmental Policy
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• v.11 no.3
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• pp.25-47
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• 2012

This research is to suggest an ecological management methods by classification of biotope type and its mapping for Tricholoma matsutake. The target area was construction site of the East Hongchun - Yangyang Highway (Yangyang section) where massive production of Tricholoma matsutakes is in place. Specifically, the 700 m long range of area around the road route, Yangyang section, which is over a total area of $19,79km^2$. The flow of this research was as follows: first studied were the characteristics of the Yangyang Tricholoma matsutakes; second, reviews on previous studies on Tricholoma matsutakes; third, the formulation of standards and processes of biotope type considering Tricholoma matsutake production; and fourth, mapping of biotope considering the production area of Tricholoma matsutake. In 24.77% of the region, slope angle measured $30{\sim}40^{\circ}C$, which is suitable for Tricholoma matsutake production. Also, 17.44% of the region had southward vegetation structures, and as for the Pinus densiflora; 26.00% had average receipts; the tree ages was $38{\pm}8.34$ years; and the average density of canopy layer was $9.55{\pm}4.89/100m^2$. The soil acidity (pH) values of 5.0 to 5.6(47.96%) > 5.6 to 7.0(42.90%) > 4.0 to 5.0(9.14%) were slightly high for Tricholoma matsutake growth; but 57.10% of the area had a soil pH of 4.0-5.6. The organic horizon (A0 layer) was $3.39{\pm}2.14cm$, and the mean depths were 4-6cm(78.03%) > 0-2cm(18.10%) > 2-4cm(3.87%). Based on the results of previous studies and field researches on the presence of vegetation (the pine dominance ratio), the topographic structure (the terrain characteristics and slopes), the receipt, the soil structure (the soil acidity and the organic layers interposed between the depths), and the vegetation density, six clusters based on the identified types of biotopes are produced in this paper. Area of distribution according to the type of biotope was Tricholoma matsutake of the potential-production (II) biotope (32.86%) > Tricholoma matsutake of the inadequate-production biotope (22.17%) > Tricholoma matsutake of the adequate (II)-production biotope (17.79%) > Tricholoma matsutake of the adequate (I)-production biotope (14.86%) > Tricholoma matsutake of the potential-production (I) biotope (9.77%) > Tricholoma matsutake of the produced biotope (2.55%).

• Journal of Korean Society of Forest Science
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• v.101 no.3
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• pp.344-355
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• 2012

This study was conducted to analyze on the operational time and productivities of logging operations in whole-tree logging operation system by tower-yarder and swing-yarder, and in cut-to-length logging operation system by excavator with grapple in order to establish the efficient logging operation system and to spread logging operation technique. In the analysis of operational time, in case of whole-tree logging operation system, the felling time was 46.6 sec/cycle by chain saw, the yarding time was 480.6 sec/cycle by tower-yarder, the yarding time was 287.4 sec/cycle by swing-yarder and the bucking time was 155.14 sec/cycle by chain saw. In case of the cut-to-length logging operation system, the felling and bucking time was 225.65 sec/cycle by chain saw, the cut-to-length extraction time was 4,972 sec/cycle by excavator with grapple, the branches and leaves extraction time was 3,143 sec/cycle by excavator with grapple. The forwarding time was 4,688 sec/cycle by wheel type mini-forwarder, the forwarding time was 2,118 sec/cycle by excavator with grapple and small forwarding vehicle. In the analysis of operational productivities, in case of whole-tree logging operation system, the average felling performance was $57.89m^3/day$ by chain saw, the average yarding performance was $20.3m^3/day$ by tower-yarder, $31.55m^3/day$ by swing-yarder respectively, the average bucking performance was $20.3m^3/day$ by chain saw. In case of the cut-to-length logging operation system, the average felling and bucking performance was $11.96m^3/day$ by chain saw, the average cut-to-length extraction performance was $34.75m^3/day$ by excavator with grapple, the average branches and leaves extraction performance was $37.66m^3/day$ by excavator with grapple, the average length of operation road construction was 73.8 m/day by excavator with grapple. The average forwarding performance by wheel type mini-forwarder and the average forwarding performance by excavator with grapple and small forwarding vehicle was $15.73m^3/day$ and $65.03m^3/day$, respectively.

• Journal of Yeungnam Medical Science
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• v.8 no.2
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• pp.174-184
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• 1991

To determine the incidence rate of accidents and its associated factors, a prospective survey was carried out in a rural area of a total of 1,360 residents for 1 year from January 1 to December 31, 1988 in Shin-am Ri, Jungdong Myun, Sangju Kun, Kyungpook Province. Data for accidents were collected by the community health practitioner who is working at Primary Health Post in Shin-am Ri. A total number of accident cases was 85 among 1,360 persons during one year study period, and annual incidence rate was 62.5 per 1,000 persons. The highest incidence rate of accident was observed in the age group of 30-39 was 179.8. The incidence rate of accident in male was 86.5 which was about 2 times that in female. In male, the highest incidence rate was seen in 30-39 age group and in female, 60-69 age group. The highest incidence rate of accident was observed in spring(29.4%) and summer(29.4%), and the lowest in fall(17.7%). The highest incidence rate of accident was observed in Friday(24.5%) by day of week, and between 9 a.m. to 12 a.m. by time zone. The most frequent use of medical facilities was Primary Health Post(51.8%) and the next was clinic(38.8%). Mean duration of treatment was 9.8 days. The accident occured in the room and kitchen(23.5%), in the yard and barn(23.5%), on the road(22.4%). and in the rice field and dry field(20.0%). The causes of accident were motor vehicle accident(20.0%), piercing or cutting(20.0%), collision or fighting(12.9%), and poisoning(11.8%) in order of frequency. The most common type of injury was open wound which was 43.5%. The most common tool of accident was farm machine which was 23.5%. The most common injuried part of body was extremity(55.3%).

• Journal of the Korean Institute of Landscape Architecture
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• v.38 no.4
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• pp.35-44
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• 2010

This study will define the features of the viewpoint that best enables the view of Busan Port from Young-Do. Special focus will be on spatial distribution, the type Busan Port sights that can be experienced from Young-Do, the compositional characteristic of a port landscape and visual characteristic. The results are based on 27 selected viewpoints and are as follows. Firstly, the patterns of the spatial distribution of viewpoints are classified as park, public facility and wayside types. It was found that most viewpoints are located along a wayside. Secondly, the types of Busan Port sights that can be experienced from Young-Do are divided into three kinds: surrounding stand-line type, facing the port and the type of penetrating city. The major type was of penetrating city among the three patterns. The reason for this is that the point of view for Busan Port was changed into a prospect over the sea since city and road sections have been expanding due to the urbanization of Young-Do. Thirdly, the compositional characteristics of the port landscape are divided into three styles: panoramic, corridor, and rooftop. The most frequent type is the rooftop style among the three characteristics. This fact indicates that the picture of Busan Port seen from Young-Do loses continuity of view and that housetops inhibit the sense of distance. Lastly, the visual characteristics of the viewpoint were analyzed. The angles of the declination of the viewpoints are concentrated on the horizontally closed parts. Thirteen points lie between $-3^{\circ}$ and $-1^{\circ}$, and twelve points between $-6^{\circ}$ and $-4^{\circ}$. The visual axes of the depression are two points because sight is interrupted by buildings which are built when the city expands. Two viewpoints for experiencing the optimum landscape of depression should be prepared to ensure continuous preservation of the viewpoints. The sight creates a wide prospect, reaching from 0.2km to 6.4km. It is expected that the results of this study can be used for the landscape plans of port cities including the management and preservation of viewpoints.

• Journal of the Korean Institute of Landscape Architecture
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• v.42 no.5
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• pp.110-123
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• 2014

Recently, having neighborhood parks within walking distance has grown in importance. The purpose of this study is to analyze the effect of user satisfaction with neighborhood parks within walking distance considering interior and exterior environments. To do so, a field survey and GIS were conducted to construct data which were then compared with result of the analysed environment. Finally, amultiple regression analysis was conducted to confirm impact on user satisfaction of environment. By summarizing the study results, it was found that users of Hwarang Park exhibited a high level of satisfaction with 'park facilities' and 'safety of park use'. In the case of Gwanum Park, users exhibited a high level of satisfaction with 'green space' and 'amount of shade'. On the contrary, two park users exhibited low levels of satisfaction with 'facilities for children' and 'various attractions' within the parks. The pedestrian environment of Hwarang Park was rated higher than Gwanum Park within the park service area. User satisfaction was also rated higher than for Gwanum Park. However, two park users exhibited low levels of satisfaction with 'various attractions' within the pedestrian environment. From the result regression analysis of the total satisfaction factors, 'environment of access route', 'park facilities' and 'space for walking' positively influenced park use satisfaction. It was found that improvement of the pedestrian environment would be more effective than the improvement of the internal environment on Hwarang Park. This study investigated correlation with the access road environment as well as the interior environment of the parks. The results of this research will be used to improve accessibility and availability for neighborhood parks within walking distance.

• Journal of the Korean Institute of Landscape Architecture
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• v.42 no.5
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• pp.31-40
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• 2014

The importance of green spaces in the city is growing each day. Local governments are taking charge of park development works that are having difficulty in developing and managing urban parks due to high land value as well as a shortage in finances. This is even though an urban park is defined as an urban planning facility and the law provides park area per person. Civil residents, meanwhile, are using not only urban parks provided by law but also other green areas such as rivers, reservoirs, and school playgrounds because they recognize urban green areas by the concept of use. In this study, accordingly, urban green areas were sorted into two types, urban parks, parks provided by law, and other green areas, and the difference in use pattern and use satisfaction by type was analyzed. As a result of analysis, there was no remarkable difference between the two types. According to such results, it was found that it is necessary to include other green areas, such as rivers, reservoirs, school green areas, and apartment green areas in addition to the current park green areas provided by law when park area per person is calculated, and such calculation of urban green areas reflecting local characteristics can reduce local governments' financial burden and improve the effectiveness of future urban park policies. It is judged that such results can become a plan against the cancellation of unexecuted urban facilities. The fact that accessibility factors, such as road satisfaction, access convenience, and convenient movement, are affecting satisfaction with the use of urban parks suggests that it is important to improve urban park accessibilities rather than to quantitatively expand park area in order to improve satisfaction with urban parks. Considering that people travel to urban green areas mostly by walking, it is necessary for access convenience to conduct follow-up studies such as barrier-free and securing walking stability through analysis of routes to urban green areas.

• Journal of the Korean Institute of Navigation
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• v.13 no.1
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• pp.21-53
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• 1989

In the past twenty years, there has been a rapid increase in the volume of traffic in Korea due to the Korean great growth of the Korean economy. Since transformation provides an infrastructure vital to economic growth, it becomes more and more an integral part of the Korea economy. The importance of coastal shipping stands out in particular, not only because of the expansion limit on the road network, but also because of saturation in the capacity of rail transportation. In spite of this increase and its importance, coastal shipping is falling behind partly because it is givenless emphasis than ocean-going shipping and other inland transportation systems and partly because of overcompetition due to excessive ship tonnage. Therefore, estimating and planning optimum ship tonnage is the first take to develop Korean coastal shipping. This paper aims to estimate the optimum coastal ship tonnage by computer simulation and finally to draw up plans for the ship tonnage balance according to supply and demand. The estimation of the optimum ship tonnage is peformed by the method of Origin -Destimation and time series analysis. The result are as follows : (1) The optimum ship tonnage in 1987 was 358, 680 DWT, which is 54% of the current ship tonnage (481 ships, 662, 664DWT) that is equal to the optimum ship tonnage in 1998. this overcapacity result is in excessive competition and financial difficulties in Korea coastal shipping. (2) The excessive ship tonnage can be broken down into ship types as follows : oil carrier 250, 926 DWT(350%), cement carrier 9, 977 DWT(119%), iron material/machinery carrier 25, 665 DWT(117%), general cargo carrier 17, 416DWT(112%). (3) the current total ship crew of 5, 079 is more than the verified optimally efficient figure of 3, 808 by 1271. (4) From the viewpoint of management strategy, it is necessary that excessive ship tonnage be reduced and uneconomic outdated vessels be broken up. And its found that the diversion into economically efficient fleets is urgently required in order to meet increasing annual rate in the amounts of cargo(23, 877DWT). (5) The plans for the ship tonnage balance according to supply and demand are as follows 1) The establishment of a legislative system for the arrangement of ship tonnage. This would involve; (a) The announcement of an optimum tonnage which guides the licensing of cargo vessels and ship tonnage supply. (b) The establishment of an organization that substantially arrangement tonnage in Korea coastal shipping. 2) The announcement of an optimum ship tonnage both per year and short-term that guides current tonnage supply plans. 3) The settlement of elastic tariffs resulting in the protect6ion of coastal shipping's share from other tonnage supply plans. 4) The settlement of elastic tariffs resulting in the protection of coastal shipping's share from other transportation systems. 4) Restriction of ocean-going vessels from participating in coastal shipping routes. 5) Business rationalization of coastal shipping company which reduces uneconomic outdated vessels and boosts the national economy. If we are to achieve these ends, the followings are prerequisites; I) Because many non-licensed vessels are actually operating and threatening the safe voyage of the others in Korea coastal routes, it is necessary that those ind of vessels be controlled and punished by the authorities. II) The supply of ship tonnage in Korean coastal routes should be predently monitored because most of the coastal vessels are to small to be diverted into ocean-going routes in case of excessive supply. III) Every ship type which is engaged in coastal shipping should be specialized according to the characteristics of its routes as soon possible.